Hybrid hydrogen power module

ABSTRACT

An apparatus for powering trucks including a power module skid and supporting structure for fitting on a truck. The skid housing hydrogen fuel cell modules, battery sub packs, cooling means and cooling management, and integrated power electronics, to provide an electrical drive train of the truck with a constant high voltage DC power supply. An integrated system using renewable energy to reduce greenhouse gases using one or more trucks, in which an integrated system includes: means for providing renewable energy; means for using the renewable energy to synthesise hydrogen; means for storing the synthesised hydrogen. The integrated system includes hybrid hydrogen power modules fitted to each truck including hydrogen fuel cell modules and battery sub packs so that the battery sub packs and the battery sub packs are recharged by the hydrogen fuel cells.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No. 17/425,694, filed Jul. 23, 2021, entitled “Hybrid Hydrogen Power Module,” which is a National Phase Application under 35 U.S.C. § 371 of International Patent Application Serial No. PCT/EP2020/077348, filed Sep. 30, 2020, entitled “Hybrid Hydrogen Power Module,” which claims priority to and the benefit of U.K. Patent Application Serial No. GB 1914406.2, filed Oc. 4, 2019, entitled “Hybrid Hydrogen Power Module,” the entire disclosure of each of which is incorporated herein by reference.

TECHNICAL FIELD

The present invention is directed towards the utilisation of energy to help power a truck, in particular for use on a truck in a mining environment. The invention is particularly directed towards the use of fuel cells on trucks to help eliminate greenhouse gas emissions on a site.

BACKGROUND

Existing technology is entirely dependent on traditional fossil fuel sources. Trucks are powered by diesel generators and the diesel is itself generated from the extraction and treatment of traditional fossil fuels. Mining plants are typically powered off the local grid which in most instances is largely or completely resourced by the burning of fossil fuel. There is an industry desire to reduce the dependence on fossil fuels and to provide a cost-effective alternative to diesel which alternative results in no or substantially no reduction in performance of the truck. An object of the present invention is therefore to provide apparatus to power trucks which does not rely on fossil fuels and which can both be retrofitted on to existing trucks in place of existing diesel generators, and can also be used in new purpose-built trucks. It is a further object of the invention to significantly reduce the carbon footprint of a mine and plant and the emission of greenhouse gases from a mine and associated trucks.

SUMMARY

According to the present invention there is provided apparatus for powering trucks, said apparatus including a power module skid and supporting structure for fitting on a truck, said skid housing one or more hydrogen fuel cell modules, one or more battery sub packs, cooling means and cooling management, and integrated power electronics, to provide an electrical drive train of the truck with a constant high voltage DC power supply. By using the hybrid hydrogen power module including the hydrogen fuel cells and the battery sub packs, the trucks have a secure supply of energy throughout the day and night. The battery sub packs preferably recharge during regenerative braking of the trucks and also by drawing energy from the hydrogen fuel cells. Accordingly, there is no need to stop the trucks to recharge the batteries during the working day, or to remove the batteries for charging and replacing them with charged batteries. Both of these options are time consuming and result in the truck being out of use for significant proportions of time.

The apparatus of the present invention is particularly effective when used on ultra heavy-duty trucks which may be used in a mine environment. These may be trucks which are over 100 tonnes, for example, or over 200 or 300 tonnes. Such ultra heavy-duty trucks require a considerable power input and are traditionally powered by heavy duty diesel generators. It they were to try to operate using batteries alone, they would require several batteries and such a set up would result in a reduction in the performance of the truck when compared to traditional diesel trucks, due in part to the weight of the batteries. The use of a hybrid system allows a significant reduction in the number of battery sub packs required and also provides a boost in power such that the performance can match or even exceed that of a traditional diesel driven truck, and at a similar weight.

The skid may house any number of hydrogen fuel cell modules and any number of battery sub packs. This may vary depending on the environment in which the truck is being used and taking into account variables such as the nature of the terrain, the changes in elevation that the truck would have to travel, the overall distances travelled on a round trip, the ratio between travel uphill, downhill and on the flat, the nature and weight of the truck load, whether load is carried uphill, downhill or both and the climate (including, for example, the ambient temperature, humidity, wind speed, pressure). The flexibility of the apparatus of the present invention is important, so that optimal operation of the trucks can be achieved. In some embodiments, different skids having different combinations of hydrogen fuel cells and battery sub packs will be available and can be changed on trucks to take into account changes in operating conditions over time. In other embodiments, the configuration of a skid may be changed over time to increase or reduce the number of hydrogen fuel cells and/or battery sub packs, again to adapt to changes in the operating conditions.

In an embodiment of the invention, there are equal numbers of hydrogen fuel cells and battery sub packs so that there is a 1:1 relationship between them. In other embodiments there are more hydrogen fuel cells than battery sub packs, for example in the range 10:1 to 2:1. In other alternative embodiments, there are fewer hydrogen fuel cells than battery sub packs, for example in the range 1:2 to 1:10.

In an embodiment the cooling is provided, at least in part, by means of a multi-zone radiator with integrated fans and coolant fluid loops. The cooling management ensures that the components are all efficiently and effectively cooled to maintain their temperatures within the operating range and such that the coolant is used as efficiently as it can be in the system.

The apparatus of the present invention may produce a power output in excess of 0.5 MW, for example greater than 1 MW such as in the range 1 to 3 MW or 1.25 to 2.75 MW. The energy storage capacity of the apparatus may be in excess of 1 MWh, for example in the range 1 MWh to 5 MWh.

The present invention also provides a method for powering trucks in a mine environment, in which a truck is provided with one or more hydrogen fuel cell modules and one or more battery sub packs and in which hydrogen is loaded on to the trucks and is used to generate power in the hydrogen fuel cells, said power being used both to run the truck operations and also to recharge the battery sub packs.

The number of fuel cell modules and the number of battery sub-packs may be varied to control the overall battery energy storage capacity and therefore the power output as described above. The fuel cell modules may be arranged in parallel and be used simultaneously to provide power to a single DC link voltage which provides the power to the drive train of the truck.

Additionally, there may be a DC/DC converter between each of the hydrogen fuel cell modules to boost the module's output voltage and to compensate for phases and output differences between the modules, to thereby enable a shared output to be regulated to provide a steady and consistent high voltage output. This configuration may provide substantial flexibility in the system and allow the power output to be controlled such that it is a steady and consistent high voltage output that may be regulated around voltage, current and/or power depending on the requirements of the truck and the environment in which it is being used.

In an embodiment of the method, the battery sub packs recharge during operation by taking energy both from regenerative braking of the truck and from the hydrogen fuel cell.

The present invention also extends to an integrated system for using renewable energy in a mine environment to reduce the emission of greenhouse gases, in which environment, mined material is transported around the mine using one or more trucks, in which integrated system there are: means for providing renewable energy; means for using the renewable energy to synthesise hydrogen; means for storing the synthesised hydrogen; wherein, the integrated system further includes hybrid hydrogen power modules fitted to each truck, said power modules including hydrogen fuel cell modules and battery sub packs, whereby the stored hydrogen is loaded on to the truck to feed the hydrogen fuel cell modules so that the truck is entirely powered by the combination of the hydrogen fuel cells and the battery sub packs and the battery sub packs are recharged by the hydrogen fuel cells during use such that they do not need to be removed or remotely charged.

Such a hybrid energy system also provides a steady and consistent power supply for use in the trucks throughout the day and night. Use of renewable energy gives the user an independence from and resilience to fluctuations in energy prices which are dominated by the price of fossil fuels. The system also offers significant reductions in greenhouse gas emissions which helps to provide an environmental benefit to local communities (such as noise reduction and air quality improvements). It can also contribute towards a significant reduction in the carbon footprint of the mine operator.

The source of renewable energy may be 100% renewable energy from a local grid system in locations where this is available. Alternatively, it may be local capture of renewable energy such as solar, wind, hydroelectric, geothermal or nuclear using any appropriate apparatus. This could, for example, be the use of photovoltaic cells to capture solar energy. In another embodiment, the invention could be put into effect using energy from a local grid system which is not obtained entirely from renewable sources but is, for example, predominantly from renewable sources such as at least 60%, or 70% or 80% or 90%.

The mine environment may also include a plant where the mined material is processed, and the capture of renewable energy is in excess of the demands of the plant and the excess energy is used to generate hydrogen which is then used in the powering of the trucks. The trucks may be fitted to include the following components: hydrogen storage tanks, battery packs, hydrogen fuel cell converters, fuel cell boosters, cooling apparatus, and control systems.

The apparatus is optionally arranged to fit on a skid which can be retrofitted to existing trucks in place of the existing diesel power units. This allows the technology to be easily fitted to existing trucks by removing the skid with the diesel generator on it and replacing it with the new hybrid skid.

The hydrogen may be synthesised by means of any suitable green hydrogen or carbon free process such as by the electrolysis of water.

The invention also extends to a method for reducing the carbon footprint of a mining environment, in which the mining environment comprises a plant and a mine in which material is transported between the mine and the plant by means of one or more trucks, which method comprises: providing locally generated renewable energy; using the renewable energy to synthesise hydrogen; storing the hydrogen; operating the trucks by means of a hybrid hydrogen power module which includes hydrogen fuel cell modules and battery sub packs; in which the stored hydrogen is loaded on to the trucks and is used to generate power in the hydrogen fuel cells, said power being used to run the truck operations and also to recharge the battery sub packs.

The hydrogen is preferably produced by utilising locally produced renewable energy. This can either be green energy taken from an existing grid, or could alternatively be through the capture of renewable energy from a source of renewable energy such as solar, wind, hydroelectric, geothermal or nuclear. This renewable energy can be used to generate hydrogen by splitting water using the process of electrolysis, as is known in the art. While it is recognised that this method of production may not be the most efficient way to generate hydrogen, if it is done using renewable energy then the effect on the overall carbon footprint of the operation is zero. The hydrogen produced this way would have a zero-carbon footprint as would the trucks then using this hydrogen (instead of diesel) to power the truck.

Optional and preferred features from one aspect of the invention may equally apply to other aspects. Further benefits and advantages of the present invention will become apparent from the following description of embodiments exemplifying the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic illustration of a configuration of a power module skid according to an embodiment of the present invention;

FIG. 2 is an electrical schematic of the power module of an embodiment of the present invention;

FIG. 3 is schematic of the present invention being used on a truck in a mine environment; and

FIG. 4 shows a graphical representation of the shift in energy for one cycle of the operation of the truck shown schematically in FIG. 3.

DETAILED DESCRIPTION

Referring to FIG. 1, there is shown the integrated configuration of components on a skid 151 according to an embodiment of a hybrid hydrogen power module 150 according to the present invention. This skid module 151 can be readily fitted in to an existing truck in place of the diesel generator currently used. It could also be used on a new truck, constructed specifically to utilize the hybrid system. The module 150 consists of six major subsystem elements. Firstly, there is a power module skid 151 and supporting structure for carrying the components and enabling them to be configured for operation once the skid 151 has been fitted to the truck. Each skid 151 in this embodiment includes eight hydrogen fuel cell modules 155 located in the middle of the skid 151. These are fed by hydrogen from hydrogen storage tanks (not shown) which may be located at suitable locations on the truck. The position of these may vary depending the on the equipment attached to the truck and the environment and terrain in which the truck is operating. Each fuel cell 155 will be fed from one or more hydrogen storage tank, preferably by several tanks so that operation of the fuel cell 155 is not interrupted as a storage tank empties.

The skid 151 also includes a fuel cell coolant management system 156. This may be arranged to be adjacent to the fuel cells 155, for example towards the front of the skid 151. By locating the coolant management system 156 close to the fuel cell modules 155, there is minimum additional tubing and wiring and the cells 155 can be maintained in their optimum operating window. The use of a fluid loop necessitates intimate contact between the heat source and the fluid line and therefore the fluid lines must be integrated into the system design to provide effective heat dissipation and management.

In the embodiment shown, the skid 151 holds eight battery sub-packs 154 such that there is one battery sub-pack 154 for each hydrogen fuel cell module 155. The fuel cells 155 operate in parallel and can therefore all be used to charge the batteries 154. The battery subpacks 154 all work together and can be considered to serve as one large effective battery pack. The batteries 154 are the heaviest components on the skid 151 and therefore, for best balance, they are located at the bottom of the skid 151 and some may be positioned under the fuel cell modules 155.

The components on the skid 151 are controlled by integrated power electronics which in the present example are located in a cabinet 153 towards the rear of the skid 151. These are out of the way of the fuel cells 155 and can be positioned in any suitable location.

At the front of the skid 151 is a power module radiator 152. This integrated multi-zone thermal radiator 152 more efficiently manages the varying thermal needs of the power module components by providing a high local and well-connected thermal sink. This increases the efficiency of the cooling of the components on the skid 151.

The skid 151 may additionally include one or more fuel cell boost convertors (not shown) between the fuel cell modules 155 and the battery sub packs 154. If present, there is preferably one fuel cell boost convertor for each fuel cell 155. Such components help the power module 150 have a high level of flexibility of components, as illustrated in FIG. 2.

As shown in FIG. 2, the hybrid power module 150 of the present invention has a significant flexibility of its configuration to reflect the overall “balance of plant”; that is, the architecture of components on the skid 151 is very flexible to enable changes in the number of fuel cell modules 155 and number of battery sub-packs 154 to be made and therefore adjust the overall battery energy storage capacity. The overall architecture enables multiple independent fuel cell modules 155 to be simultaneously used to provide power to the same DC link voltage (labeled VBATT in FIG. 2) to which the power module battery 154 provides power.

The system utilizes an individual DC/DC converter between each of the fuel cell modules 155. While this converter boosts the module's output voltage, it also allows compensation for phase and output differences, enabling multiple fuel cell modules 155 to reside in parallel, each providing DC-link power capacity. The result is a shared output that can be regulated around voltage, current, and/or power requirements to meet the needs of the system. For example, it can provide a steady and consistent high voltage output between 400 and 1500 V, such as between 800 and 1500 V or 1200 and 1500 V and a total power output of greater than 1 MW, for example 2, 2.5 or 3 MW. This is the type of voltage and power output that is consistent with a large industrial application like a heavy-duty haul truck. By contrast, a single state of the art fuel cell module typically operates at less than 400 V with an output in the region of 100 kW. This alone would be too low to support a heavy-duty haul truck application. It is only through a configuration like that shown in FIG. 2 and described above that this type of power and voltage output is achievable.

The power module 150 of FIG. 1 replaces the haul truck's conventional diesel generator and provides the electrical drivetrain with a constant high-voltage DC power supply to facilitate the truck's drive, dump, and auxiliary support functions. The power module 150 resides within the volumetric and configurational constraints of the diesel generator that it replaces within the haul truck system. In addition, the power module 150 structurally interfaces with the truck using the same skid configuration as the diesel generator, allowing the new power module 150 to assemble, integrate, and attach to the truck in a manner similar to the diesel generator.

The integrated power module configuration is one of the preferred embodiments of the present invention because it integrates all of the power generation and power management functions into a single system package, allowing the system to be fully characterized and commissioned without the need of the larger haul truck system. It also minimizes resistive power line losses from high-power harnesses in comparison to other distributed configurations, which would all require longer cable harness lengths resulting in decreased system efficiency. Further, the integrated multi-zone thermal radiator 152 more efficiently manages the varying thermal needs of the power module components by providing a high local and well-connected thermal sink. Further, it utilizes existing primary structural interface and installation aids, requiring no new structural or configurational changes to the haul truck to enable module integration. This is an important aspect so that the truck systems can operate efficiently using the new power source 150 without a substantial reconfiguration of the components on the truck.

FIG. 3 shows in schematic form, the operation of a truck fitted with the power module 150 of the present invention. The numbers shown for the energy balances between the fuel cells 155 and the batteries 154 are for example only and are not intended to be limiting. Each truck begins at position 1 with full tank of hydrogen. It will be appreciated that the tank of hydrogen may comprise several hydrogen storage tanks which, combined, constitute the hydrogen load of the truck. When the truck drives uphill (position 2) it will drain energy from both the fuel cell 155 and the battery 154. When the truck reaches a flat section (position 3) the fuel cell 155 recharges the battery 154 while also powering the truck. The fuel cell 155 is therefore still using up energy, but some of the energy of the battery 154 used in the uphill section is restored. On a downhill section (position 4), no energy is drawn from the fuel cell 155 and the battery 154 recharges further through the regeneration of energy via the braking system of the truck and the conversion of kinetic energy into stored electrical energy in the battery 154.

This cycle (positions 2, 3 and 4) can be repeated several times depending on the size and capacity of the hydrogen tank or tanks, and the environment in which the truck is being used and the relative amount of uphill, flat and downhill travel. In the example of possible operation and the cycling of energy from the hydrogen tanks to the battery 154 shown in FIG. 3, the battery 154 is always fully recharged in each cycle by the combination of energy from the hydrogen fuel cell 155 and regenerative energy from downhill sections. The cycle can be repeated 9 times before the hydrogen tank is emptied (position 6) and has to be refueled (position 7). Typically, this refueling may take 15 minutes or less which is significantly quicker than the time it would take to remove and replace empty batteries 154 (which are heavy), or the time it would take to recharge the batteries 154 while still retained on the truck (may often require several hours to fully recharge the batteries 154 once they are drained).

A graph of the possible use and transfer of energy between the battery 154 and fuel cell 155 in a hybrid system is shown in FIG. 4. As discussed above, on an uphill section, the battery is drained of energy, but this is then replaced when the truck is moving in a flat section where the fuel cell 155 is used to recharge the battery 154 and when the truck is moving in the downhill sections where both recharging by the fuel cell 155 and regenerative charging take place.

In mine environments comprising mines and plants, there is an opportunity to significantly reduce the carbon footprint of the operation while at the same time improving operation of the plant. Currently, the operation of the plant will be powered exclusively by electricity from the local grid. Generally, this electricity will have been obtained from fossil fuels and their treatment at a power plant. Grid systems can be expensive and unreliable as the energy provided can be significantly affected by other users in the grid. Trucks are also powered by fossil fuel derived energy, in most cases by the use of diesel in a diesel generator.

In the present invention, there may be a substantial improvement to the carbon footprint through the use of solar energy to provide power for the plant. This may provide some or all of the power requirements for the plant, and may be topped up as necessary from the grid. The reduces the reliance on the grid and increases security of supply and also decreases the carbon footprint of the plant. Excess solar energy (beyond that used by the plant) is used to produce hydrogen, for example through electrolysis, and this hydrogen is then used in the hybrid system on the trucks as described above. This use of hydrogen in hydrogen fuel cells avoids the need for any diesel on the trucks leading to a significant reduction in greenhouse gas emissions. 

1.-17. (canceled)
 18. An apparatus, comprising: a power module configured to be coupled to an ultra heavy-duty truck, the power module including: a plurality of hydrogen fuel cell modules; a plurality of battery sub packs; and integrated power electronics coupled to said plurality of hydrogen fuel cell modules and said plurality of battery packs and configured to provide to an electrical drive train of the ultra heavy-duty truck a constant, high voltage DC electrical output with a power of at least 0.5 MW and a voltage of between 400 V and 1500 V, the integrated power electronics including an individual DC/DC converter coupled to an output of each of the plurality of hydrogen fuel cell modules and configured to boost the output voltage of the hydrogen fuel cell module, the DC/DC converters collectively operable to compensate for phases and output differences between the plurality of hydrogen fuel cell modules and to enable a shared output to be regulated to provide the constant, high voltage DC electrical output.
 19. The apparatus of claim 18, wherein the power module further includes a cooling system configured to cool the plurality of hydrogen fuel cell modules and the plurality of battery sub packs.
 20. The apparatus of claim 19, wherein the cooling system includes a multi-zone radiator with integrated fans and coolant fluid loops.
 21. The apparatus of claim 18, wherein the electrical output has a power of at least 1 MW.
 22. The apparatus of claim 21, wherein the electrical output has a power of between 1.25 MW and 2.75 MW.
 23. The apparatus of claim 18, wherein the energy storage capacity of the power module is in excess of 1 MWh.
 24. The apparatus of claim 23, wherein the energy storage capacity is in the range of 1 MWh to 5 MWh.
 25. The apparatus of claim 18, wherein the electrical output has a voltage of between 800 and 1500 V.
 26. The apparatus of claim 25, wherein the electrical output has a voltage of between 1200 and 1500 V.
 27. The apparatus of claim 18, wherein the plurality of hydrogen fuel cell modules includes eight hydrogen fuel cell modules.
 28. The apparatus of claim 27, wherein the integrated power electronics includes eight DC/DC converters.
 29. The apparatus of claim 18, wherein the plurality of hydrogen fuel cell modules are electrically coupled in parallel with each other so that the integrated power electronics can provide the electrical output to a single DC link voltage.
 30. A system including the apparatus of claim 18 and an ultra heavy-duty truck, the power module coupled to the ultra heavy-duty truck and the integrated power electronics electrically coupled to the electrical drive train of the ultra heavy-duty truck.
 31. The system of claim 30, wherein the power module further includes a skid coupled to the plurality of hydrogen fuel cell modules and to the plurality of battery sub packs, the power module coupled to the ultra heavy-duty truck by the skid.
 32. The system of claim 30, wherein the power module further includes a cooling system having a radiator and configured to cool the plurality of hydrogen fuel cell modules and the plurality of battery sub packs, the radiator disposed at the front of the ultra heavy-duty truck.
 33. An ultra heavy-duty truck, comprising: an electrical drive train; a plurality of hydrogen fuel cell modules; a plurality of battery sub packs; integrated power electronics coupled to said plurality of hydrogen fuel cell modules, said plurality of battery packs, and said electrical drive drain, and configured to provide to the electrical drive train a constant, electrical output with a power of at least 0.5 MW; and a cooling system including a radiator disposed on the front of face the ultra heavy-duty truck, the cooling system configured to cool the plurality of hydrogen fuel cell modules and the plurality of battery sub packs.
 34. The ultra heavy-duty truck of claim 33, wherein the integrated power electronics includes an individual DC/DC converter coupled to an output of each of the plurality of hydrogen fuel cell modules and configured to boost the output voltage of the hydrogen fuel cell module, the DC/DC converters collectively operable to compensate for phases and output differences between the plurality of hydrogen fuel cell modules and to enable a shared output to be regulated to provide the constant, high voltage DC electrical output.
 35. The ultra heavy-duty truck of claim 34, wherein the integrated power electronics are configured to provide an electrical output that is a high voltage DC electrical output with a voltage of between 400 V and 1500 V.
 36. An apparatus, comprising: a power module including: a plurality of hydrogen fuel cell modules; a plurality of battery sub packs; and integrated power electronics coupled to said plurality of hydrogen fuel cell modules and said plurality of battery packs and configured to provide a constant, high voltage DC electrical output with a power of at least 0.5 MW and a voltage of between 400 V and 1500 V, the integrated power electronics including an individual DC/DC converter coupled to an output of each of the plurality of hydrogen fuel cell modules and configured to boost the output voltage of the hydrogen fuel cell module, the DC/DC converters collectively operable to compensate for phases and output differences between the plurality of hydrogen fuel cell modules and to enable a shared output to be regulated to provide the constant, high voltage DC electrical output.
 37. The apparatus of claim 36, wherein the power module further includes a cooling system configured to cool the plurality of hydrogen fuel cell modules and the plurality of battery sub packs.
 38. The apparatus of claim 37, wherein the cooling system includes a multi-zone radiator with integrated fans and coolant fluid loops.
 39. The apparatus of claim 36, wherein the electrical output has a power of at least 1 MW.
 40. The apparatus of claim 36, wherein the energy storage capacity of the power module is in excess of 1 MWh.
 41. The apparatus of claim 40, wherein the energy storage capacity is in the range of 1 MWh to 5 MWh.
 42. The apparatus of claim 36, wherein the plurality of hydrogen fuel cell modules includes eight hydrogen fuel cell modules.
 43. The apparatus of claim 42, wherein the integrated power electronics includes eight DC/DC converters.
 44. The apparatus of claim 36, wherein the plurality of hydrogen fuel cell modules are electrically coupled in parallel with each other so that the integrated power electronics can provide the electrical output to a single DC link voltage.
 45. A system including the apparatus of claim 36 and a vehicle having an electrical drive train, the power module coupled to the vehicle and the integrated power electronics electrically coupled to the electrical drive train of the vehicle.
 46. The system of claim 45, further wherein the power module further includes a skid coupled to the plurality of hydrogen fuel cell modules and to the plurality of battery sub packs, the power module coupled to the vehicle by the skid.
 47. The system of claim 45, wherein the power module further includes a cooling system having a radiator and configured to cool the plurality of hydrogen fuel cell modules and the plurality of battery sub packs, the radiator disposed at the front of the vehicle. 